Seat adjuster assembly

ABSTRACT

A handle adjuster assembly for a seat track locking mechanism. The handle adjuster assembly includes a seat member and a lever pivotally attached to the seat member. The lever has a first end and a second end adapted to engage with the seat track locking mechanism. A handle is pivotally attached to the first end of the lever at a pivot such that the handle is free to rotate in a first rotational direction relative to the lever about the pivot, and wherein the handle is prevented from rotating in a second rotational direction opposite the first rotational direction about the pivot.

BACKGROUND OF THE INVENTION

This invention relates in general to adjustable seats and in particularto vehicle seats whose position may be adjusted fore and aft.

Vehicles, such as passenger cars, typically include seats for the use ofa driver and other occupants. In many vehicles, the position of theseats may be adjusted for the comfort of the driver or the occupant. Theoptions to adjust the position of a seat typically include the abilityto move the seat fore and aft. To accomplish this movement, the seatcommonly includes a seat adjuster assembly having a pair of trackassemblies mounted under a seat bottom of the seat. One track assemblyis mounted on the inboard side of the seat and the other track assemblyis mounted on the outboard side of the seat. Each of the trackassemblies includes an upper track which slides relative to a lowertrack. The upper tracks are attached to the seat bottom. The lowertracks are attached to the floor of the vehicle. A latching or lockingmechanism is typically provided in or on each of the track assemblieswhich includes locking members which selectively lock the upper trackrelative to the respective lower track. To adjust the fore and aftposition of the seat, the locking mechanisms are actuated to unlock thetrack assemblies. The seat is then moved to a desired position. Thelocking mechanisms are then actuated to their locked position. Thelocking mechanisms often include triggers pivotally mounted on one ofthe upper and lower tracks. The triggers have a plurality of teeth whichare selectively disposed in slots formed in the other of the respectiveupper and lower track to lock the locking mechanism. The triggers areconnected to a handle or towel bar which is pulled by the occupant orother user of the seat to lock and unlock the teeth of the triggerswithin the corresponding slots.

There is illustrated in FIGS. 13 through 15 a prior art outboard uppertrack assembly, indicated generally at 500. The upper track assemblyincludes a first track member 502 and a second track member 504. Themembers 502 and 504 are formed from stamped plates and are attachedtogether. Sandwiched between the members 502 and 504 is a generally flatoutboard trigger 510 having a plurality of teeth 512 that selectiveengage with a plurality of apertures (not shown) in a lower trackassembly (not shown). The outboard trigger 510 is pivotally attached tothe first and second track members 502 and 504 when assembled and pivotsabout a pivot 514. A lever 520 is pivotally attached to the members 502and 504 when assembled and pivots about a pivot 522. The lever 520 has alateral extension 523 which is connected with a pull handle or towel bar(not shown) which is rotated by the occupant or user of the seat to lockand unlock the outboard upper track assembly. The lever 520 includes aslot 524 that receives a rounded end 526 of the trigger 510 such thatpivoting of the lever 510 in a first rotational direction will causepivoting of the trigger 510 in a second rotational direction oppositethe first rotational direction. Rotation of the trigger 510 either liftsor seats the teeth 512 with the corresponding apertures of the lowertrack member (not shown). There is illustrated in FIG. 16 a prior artinboard upper track assembly, indicated generally at 540. The inboardupper track assembly 530 is similar to the outboard upper track assembly500 and includes a first track member 542, a second track member 544, atrigger 546, and a lever 548. The trigger 546 is pivotally attached tothe members 542 and 544 at a pivot 550. The trigger 546 includes arounded end 552 which is received in a slot 554 of the lever 548. Thelever 548 is pivotally attached to the members 542 and 544 at a pivot558. The lever 548 has a lateral extension 549 which is connected withthe towel bar (not shown) connected to said lateral extension 523 suchthat the lateral extensions 523 and 549 are connected together. which isrotated by the occupant or user of the seat to lock and unlock theoutboard upper track assembly

A distance A between the pivot 522 and the slot 524 of the outboardlever 520 is greater than a distance C between the pivot 558 and theslot 554 of the inboard lever 548. A distance B between the rounded end526 and the pivot 514 of the outboard trigger 510 is less than adistance D between the rounded end 552 and the pivot 550 of the inboardtrigger 546. These different dimensions, A, B, C, and D enable theinboard trigger 546 to pivot at a faster rate than the outboard trigger510 when rotated by their cooperating levers 548 and 520, respectively.This arrangement is desirable when a seat belt load attachment pointacts on the inboard track assembly 540 but not the outboard trackassembly 500.

SUMMARY OF THE INVENTION

This invention relates to seats and, in particular, a handle adjusterassembly for a seat track locking mechanism. The handle adjusterassembly includes a seat member and a lever pivotally attached to theseat member. The lever has a first end and a second end adapted toengage with the seat track locking mechanism. A handle is pivotallyattached to the first end of the lever at a pivot such that the handleis free to rotate in a first rotational direction relative to the leverabout the pivot, and wherein the handle is prevented from rotating in asecond rotational direction opposite the first rotational directionabout the pivot.

Various aspects of this invention will become apparent to those skilledin the art from the following detailed description of the preferredembodiments, when read in light of the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a seat having a seat adjuster assembly.

FIG. 2 is a perspective view of the seat adjuster assembly of FIG. 1.

FIG. 3 is a perspective view of a handle adjuster assembly of the seatadjuster assembly of FIG. 2.

FIG. 4 is an exploded perspective view of a portion of the handleadjuster assembly of FIG. 3.

FIG. 5 is a side elevational view of a portion of the handle adjusterassembly of FIG. 3 illustrating the handle adjuster assembly in a lockedposition.

FIG. 6 is a side elevational view of a portion of the handle adjusterassembly of FIG. 5 moved to a deflected position.

FIG. 7 is a side elevational view, partially in section, of the inboardside of the seat adjuster assembly illustrating the inboard triggerassembly in a locked position.

FIG. 8 is a side elevational view of the inboard side of the seatadjuster assembly illustrating the inboard trigger assembly in anunlocked position.

FIG. 9 is a side elevational view, partially in section, of the outboardside of the seat adjuster assembly illustrating the outboard triggerassembly in a locked position.

FIG. 10 is a side elevational view of the outboard side of the seatadjuster assembly illustrating the outboard trigger assembly in anunlocked position.

FIG. 11 is an exploded perspective view of the inboard trigger assemblyand the inboard track.

FIG. 12 is a perspective view of the outboard trigger assembly.

FIG. 13 is a side elevational view of a prior art outboard upper seattrack assembly.

FIG. 14 is a sectional view taken along lines 14-14 of FIG. 13.

FIG. 15 is an exploded perspective view of the prior art outboard upperseat track assembly.

FIG. 16 is an exploded perspective view of a prior art inboard upperseat track assembly.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring now to the drawings, there is illustrated in FIG. 1 a vehicleseat, indicated generally at broken lines 10. The seat 10 may be in theform of a bucket style seat such that the seat 10 is made for singleoccupancy, such as a front row driver or passenger seat. However, itshould be understood that the seat 10 can be configured other than whatis shown and described such as, for example, a bench style seat forsupporting multiple occupants. The seat 10 includes a seat bottom 12 anda seat back 14. The seat bottom 12 and seat back 14 may be cushioned andupholstered for aesthetics and for the comfort of the occupants. Theseat bottom 12 and the backrest 14 may also be upholstered with leather,fabric, or other desired materials.

The seat 10 can include a recliner mechanism (not shown) that permitsthe seat back 14 to pivot relative to the seat bottom 12 to a desiredgenerally upright normal use position. The recliner mechanism (notshown) can be operated to a locked position to maintain the seat back 14at the desired upright position. Thus, the seat back 14 may be moved toone of a plurality of upright normal use positions. The seat 10 issupported on a vehicle floor 18 by a seat adjuster assembly, indicatedgenerally at 20. The seat adjuster assembly 20 provides support for theseat 10, as well as enabling the seat 10 to be moved in fore and aftlongitudinal directions relative to the vehicle floor 18. As will bediscussed in detail below, the occupant of the seat 10 lifts a springbiased handle 22 of the seat adjuster assembly 20 upward, as viewingFIG. 1, to actuate the seat adjuster assembly 20 into an unlockedposition to enable the occupant to move the seat 10 relative to thefloor 18 to a desired position. Once at the desired position, theoccupant releases the handle 22 to actuate the seat adjuster assembly 20into a locked position such that the seat 10 is fixed in the fore andaft directions relative to the vehicle floor 18. The handle 22 may belocated at a front portion 24 of the seat bottom 12 for easy access forthe occupant.

As shown in FIG. 2, the seat adjuster assembly 20 includes an inboardtrack assembly, indicated generally at 30, and an outboard trackassembly, indicated generally at 32. As will be discussed in detailbelow, the inboard and outboard track assemblies 30 and 32 includeinboard and outboard latch assemblies 34 and 36, respectively. The latchassemblies 34 and 36 are actuated by a handle adjuster assembly,indicated generally at 38. Note that the handle adjuster assembly 38 isshown separately in FIG. 3. Note that the terms “inboard” and “outboard”used herein are for the purpose of reference only, and are not intendedto be limiting.

Referring now to FIG. 2, the inboard track assembly 30 includes an uppertrack 40 and a lower track 42. The tracks 40 and 42 may be formed fromelongated sheets of metal, such as steel, that are formed and/ormachined to a desired configuration. Of course, the upper and lowertracks 40 and 42 may be formed from any suitably rigid materials and maybe formed as a single structure or multiple components attachedtogether. The upper and lower tracks 40 and 42 are slidably mounted toeach other such that the upper track 40 can be moved in a longitudinalfore or aft direction relative to the lower track 42. The upper andlower tracks 40 and 42 can be formed with any suitable mating flanges,grooves or slots to permit such sliding configuration. The inboard trackassembly 30 may also include rollers (not shown) disposed betweenportions of the upper track 40 and the lower track 42 to provide arolling engagement therebetween. Alternatively, guide members (notshown) made of a material having a relatively low coefficient offriction may be disposed between the upper and lower tracks 40 and 42.

The upper track 40 is mounted to the seat bottom 12. In the embodimentshown in FIG. 2, a riser 44 is bolted, welded, or otherwise attached tothe upper track 40. The riser 44 may form a portion of the seat bottom12 or may be separately attached to the seat bottom 12. The riser 44 maybe formed from a stamped sheet or plate that extends upwardly from theupper track 40 when attached thereto. As will be explained in furtherdetail below, the riser 44 provides pivot mounting locations for variouscomponents of the handle adjuster assembly 38.

The lower track 42 can be attached to the vehicle floor 18 by anysuitable manner. For example, the lower track 42 may be attached to thevehicle floor 18 by a plurality of mounting bolts 46 attached to thelower track 42 and extending downwardly therefrom. Corresponding nuts(not shown) threadably engage with the bolts 46 to secure the lowertrack 42 to the vehicle floor 18. Alternatively, the vehicle floor 18may be provided with bolts (not shown) extending upwardly therefromwhich are received in holes (not shown) formed in the lower track 42. Asbest shown in FIGS. 7 and 8, the lower track 42 includes a plurality ofspaced apart apertures 48 formed in a bottom wall 49 of the lower track42. The apertures 48 extend in the longitudinal direction along thelength of the lower track 42. The apertures 48 are spaced apart from oneanother by a common distance. As will be explained in detail below, theapertures 48 cooperate with components of the latch assembly 34 toprovide for an adjustable locking arrangement between the upper andlower tracks 40 and 42 so that the seat 10 can be moved and then lockedinto one of a plurality of incrementally spaced apart positions.

The outboard track assembly 30 is similar to the inboard track assembly32. As shown in FIG. 2, the outboard track assembly 32 includes an uppertrack 50 and a lower track 52 which may be formed from elongated sheetsof metal, such as steel, that are formed and/or machined to a desiredconfiguration. The upper and lower tracks 50 and 52 are slidably mountedto each other such that the upper track 50 can be moved in thelongitudinal fore or aft direction relative to the lower track 52. Theupper and lower tracks 50 and 52 can be formed with any suitable matingflanges, grooves or slots to permit such sliding configuration. Theupper track 50 is mounted to the seat bottom 12. In the embodiment shownin FIG. 2, a plurality of mounting bolts 54 extend upwardly from theupper track 50 for attachment to a riser (not shown) or other portion ofthe seat bottom 12. As shown in FIGS. 9 and 10, the lower track 52includes a plurality of spaced apart apertures 58 formed in a bottomwall 59 of the lower track 52. The apertures 48 extend in thelongitudinal direction along the length of the lower track 42. It shouldbe understood that the inboard and outboard track assemblies 30 and 32may be oriented differently than what is shown in FIGS. 1 and 2. Forexample, one or both of the track assemblies 40 and 42 may be arrangedin an angled or sideways manner such that the respective lower track ismounted to a side wall of the vehicle floor 18 instead of a generallyhorizontal floor portion.

Referring now to FIGS. 2 through 4, the handle adjuster assembly 38includes an inboard bracket 60 which is attached and fixed to the uppertrack 40 of the inboard track assembly 30. As best shown in FIG. 4, theinboard bracket 60 may be in the form of an L-shaped bracket having agenerally horizontal bottom portion 62 and a vertically extending wall64. The bottom portion 62 may be attached to the upper track 40 by anysuitable manner such as by welding or by separate fasteners. The wall 64includes a pivot hole 66 formed therein defining a pivot axis 68. Thehandle adjuster assembly 38 also includes an outboard bracket 70, asbest shown in FIG. 3, which is similar to the inboard bracket 60. Theoutboard bracket 70 includes a bottom portion 72 and a wall 74. Thebottom portion 72 is attached to the upper track 50 of the outboardtrack assembly 32. The wall 74 includes a pivot hole 76 formed therein.

A torsion bar 80 extends between the inboard and outboard brackets 60and 70. The torsion bar 80 is pivotally mounted on the inboard andoutboard brackets 60 and 70 such that it is rotatable along the axis 68.The torsion bar 80 may be pivotally attached to the inboard and outboardbrackets 60 and 70 by any suitable manner. For example, as illustratedin FIG. 4, an inboard end 84 of the torsion bar 80 may be pivotallyattached to the inboard bracket 60 at the pivot hole 66 via a bushing 86and a nut 88. An outboard end 90 of the torsion bar 80 may be pivotallyattached to the outboard bracket 70 in a similar manner.

As best shown in FIG. 4, an inboard link 92 is fixedly attached to theinboard end 84 of the torsion bar 80 such that rotation of the inboardlink 92 causes rotation of the torsion bar 80 about the axis 68. As willbe discussed in detail below, the inboard link 92 actuates the latchassembly 34 of the inboard track assembly 30. The inboard link 92 may beformed from a stamped metallic plate. The inboard link 92 includes aforwardly extending first arm 94 and a rearwardly extending second arm96. A pin 98 extends outwardly from the first arm 94 in the outboarddirection. A pin 100 extends outwardly from the second arm 96 in theinboard direction. The pins 98 and 100 are fixedly connected to theinboard link 92.

Referring to FIG. 3, an outboard link 110 is fixedly attached to theoutboard end 90 of the torsion bar 80 such that rotation of the torsionbar 80 causes rotation of the outboard link 110 about the axis 68. Aswill be discussed in detail below, the outboard link 110 actuates thelatch assembly 36 of the outboard track assembly 32. The outboard link110 may be made from a metallic wire or rod bent into a generallyZ-shape. The outboard link 110 includes a central portion 112 generallyextending in a longitudinal direction. A first arm 114 extends generallyoutwardly at a right angle from a proximal end 116 of the centralportion 112. The first arm 114 is fixedly attached to the outboard end90 of the torsion bar 80, such as be welding, adhesive or otherfastening means. A second arm 118 extends generally outwardly at a rightangle from a distal end 119 of the central portion 112. It should beunderstood that the inboard link 92 and outboard link 110 can be made ofany suitable material and may have any suitable shape for actuating thelatch assemblies 34 and 36.

The handle adjuster assembly 38 also includes the handle 22. As bestshown in FIGS. 3 and 4, the handle 22 includes a grip portion 120 and alever arm 122. The grip portion 120 may be in the form of a loop forease of grasping by the occupant of the seat 10. If desired, the gripportion 120 may include an elastomeric covering for its preferredtactile properties. The lever arm 122 extends outwardly from the gripportion 120 and may be formed from a stamped metallic strip. The leverarm 122 includes a stop 124 formed at a distal end 126 thereof. In theillustrated embodiment of the lever arm 122, the stop 124 is in the formof a generally flat tab extending at a right angle from a centralportion 128 of the lever arm 122. The central portion 128 of the leverarm 122 includes a hole 130 formed therein. The hole 130 is locatedbetween the distal end 126 and the grip portion 120 and defines a pivotaxis 132.

The handle adjuster assembly 38 further includes a lever 140 which maybe formed from an elongated stamped metal strip. As shown in FIG. 4, thelever 140 includes a central portion 142, a first end 144, and secondend 146. The first end 144 has a hole 147 formed therethrough. A tubularbushing 148 may be disposed in the hole 147. The first end 144 of thelever 140 is pivotally attached to the central portion 128 of the leverarm 122 of the handle 22 about the pivot axis 132 by a pivot pin 150.The pivot pin 150 includes a first end 152 which is inserted through thehole 130 of the lever arm 122, the hole 147 of the lever 140, and thebushing 148. The first end 152 of the pivot pin 150 may include anintegrally formed rivet head 156. During installation, the rivet head 15is deformed radially outwardly by a forming process after insertion intothe holes 130 and 147, thereby capturing and pivotally mounting thehandle 22 to the lever 140. As will be discussed below, an interferencebetween the stop 124 of the handle 22 and the central portion 142 of thelever 140 limits the rotation of the handle 22 in a first rotationaldirection, indicated by a directional arrow 158 in FIG. 3. However, thestop 124 does not hinder rotation of the handle 22 in a secondrotational direction opposite the first rotational direction 158. Thesecond rotational direction is represented as arrow 133 in FIG. 6.

The pivot pin 150 includes a cylindrical extension 160 extending in anoutboard direction. The extension 160 houses a spring 162 having a coilportion 164 disposed on the extension 160. One end of the spring 162 hasa first tang 166 which engages with a bottom edge 168 of the lever arm122. The other end of the spring has a second tang 169 which engageswith a bottom edge 170 of the lever 140. The spring 162 biases the leverarm 122 of the handle 22 in the first rotational direction 158 relativeto the lever 140 to a normal use or locked position as shown in FIG. 5.

There is illustrated in FIG. 4 a portion of the riser 44 having a hole180 defining an axis 182. The lever 140 is pivotally connected to theriser 44 along the axis 182. The central portion 142 of the lever 140includes a hole 184 formed therethrough. A tubular bushing 186 may bedisposed in the hole 184. A pivot pin 190 has a first end 192 which isinserted through the hole 184 of the lever 140, the bushing 186, and thehole 180 of the riser 44. The first end 192 of the pin 190 may includeexternal threads for receiving a nut 194 for pivotally mounting thelever 140 to the riser 44. Alternatively, the first end 192 of the pin190 may include a rivet head similar to the pin 150. The pivot pin 190includes a cylindrical extension 196 extending in an outboard direction.The extension 196 houses a spring 200 having a coil portion 202 disposedon the extension 196. One end of the spring 200 has a first tang 204which engages with an upper edge 206 of the lever 140. The other end ofthe spring 200 has a second tang 208 which engages with the torsion bar80, as shown in FIG. 3. The spring 200 biases the lever 140 (and thehandle 22) in a rotational direction 210 such that the first end 144 ofthe lever 140 and the handle 22 are biased in a downward direction.

As best shown in FIG. 4, the second end 146 of the lever 140 includes aslot 212 formed therein. When assembled, the slot 212 receives the pin98 from the first arm 94 of the inboard link 92. Thus, pivoting movementof the lever 140 about the axis 182 causes pivoting movement of theinboard link 92, the torsion bar 80, and the outboard link 110, thereason for which will be described below.

Referring to FIG. 11, the components of the inboard latch assembly 34are generally housed within an interior 219 of the upper track 40. Theelongated upper track 40 includes a pair of spaced apart side walls 220and 222 which are connected together by a generally horizontal upper web224. The upper web 224 defines an upper portion of the upper track 40. Aplurality of mounting bolts 55 extend upwardly from the upper web 136and are used for fastening the riser 44 to the upper track 40. The uppertrack 40 further includes a pair of J-shaped flanges 226 and 228 thatextend from the lower portions of the side walls 220 and 222,respectively. The flanges 226 may house rollers (not shown) thatcooperate with flanges 223 and 225 (see FIG. 2) formed in the lowertrack 42 to provide for a rolling engagement as the upper track 40translates relative to the lower track 42. The side walls 220 and 222define an interior width W_(T).

The inboard latch assembly 34 further includes a trigger assembly,indicated generally at 230. The trigger assembly 230 generally includesa housing 232, a pivotally mounted trigger 234 disposed within thehousing 232, and a spring 236. The trigger 234 can be formed from ametal plate and may include a continuous thickness along its length. Oneend of the trigger 234 includes a head portion 240. A plurality of teeth242 are formed along a bottom edge of the head portion 240. As will bediscussed below, the teeth 242 are selectively moved in engagement withthe apertures 48 formed in the bottom wall 49 of the lower track 42. Inthe embodiment shown, there are four teeth 242 formed in the headportion 240. However, it should be understood that any number of teeth242 may be formed in the trigger 234. A slot 244 is formed through anupper portion 246 of the head portion 240. When assembled, the slot 244receives the pin 100 of the second arm 96 of the inboard link 92.

The trigger 234 is pivotally mounted within an interior 250 of thehousing 232 along an axis 252. A pin 254 may be inserted through holesformed in the housing 232 and the trigger 234 to provide for a pivotalconnection. As shown in FIG. 11, the housing 232 may be formed fromstamped sheet or plate bent into a generally inverted U-shape. Thehousing 232 includes a pair of side walls 260 and 262 connected togetherby an upper web portion 264. The web portion 264 may include an slot oropening 266 formed therein to accommodate the installation of the spring236. The side walls 260 and 262 and the web portion 264 define theinterior 250 of the housing 232 in which the trigger 234 is disposed.Each of the side walls 260 and 262 of the housing 232 may includerecessed portions 270 and 272 which extend inwardly to reduce lateralmovement of the trigger 234 within the interior 250 of the housing 232.Thus, the trigger 234 may be retained and pivotally movable within theinterior 250 of the housing 232 while maintaining minimal lateralmovement of the trigger 234 within the interior 250. This may be desiredif the thickness of the trigger 234 is substantially less than theinterior width W_(T) of the upper track 40. This arrangement alsoprovides for a relatively wide distance between the side walls 220 and222 such that duplicate manufactured upper track 40 may be used in apower based seat adjuster mechanism (not shown) wherein a poweredelongated threaded rod extends within the interior 219 of the uppertrack. This is in comparison to the prior art upper track assemblies 500and 540 shown in FIGS. 13 through 16 and described in the Background OfThe Invention section, wherein the upper track assemblies 500 and 540are too narrow to accept such a rotating threaded rod.

The spring 236 preferably biases the trigger 234 in a rotationaldirection 273 such that the teeth 242 of the head portion 240 are biaseddownwardly towards engagement with the apertures 48 formed in the bottomwall 49 of the lower track 42. The spring 236 may include a first end274 disposed within the opening 266 of the housing 232 and engaging withupper surfaces of the side walls 260 and 262 at the opening 266. Asecond end of the spring 274 may include a tang 276 which engages with arear upper portion of the trigger 234.

During assembly, the trigger assembly 230 is installed within theinterior 219 of the upper track 40. Outer portions of the housing 232define an overall width W_(H) defined between the outer surfaces of theside walls 260 and 262. The width W_(H) is preferably the same size orslightly less than a width W_(T) of the interior 219 of the upper track40 such that the trigger assembly 230 is restricted from moving in alateral direction. The housing 232 of the trigger assembly 230 may befixedly installed in the upper track 40 by first and second mountingpins 278 and 279. The mounting pins 278 and 279 are inserted throughholes 280 and 282, respectively, formed in the side walls 220 and 222 ofthe upper track 40. The mounting pins 278 and 279 also are insertedwithin holes 284 and 286, respectively, formed in the side walls 260 and262 of the housing 232. Note that the outer periphery of the trigger 234may be dimensioned so as not to strike the mounting pins 278 and 279when the trigger 234 is moved between various positions within thehousing 232.

The upper web 224 of the upper track 40 also includes a slot 290 formedtherein to provide clearance for the head portion 240 of the trigger 234to extend through. An optional reinforcement plate 292 may attached tothe upper web 224, such as by welding. The reinforcement plate 292includes a slot 296 formed therein generally corresponding to the slot290. The reinforcement plate 292 generally surrounds the slot 290 and isused to reinforce the area of the upper track 40 at the slot 296 forvehicle impact situations. Although not shown, the upper track 50 mayalso include an optional reinforcement plate about its slot whichprovides clearance for the trigger 304.

The outboard latch assembly 36 includes a trigger assembly, indicatedgenerally at 300 in FIG. 12. The trigger assembly 300 is similar infunction as the trigger assembly 230. The trigger assembly 300 ismounted in the interior of the upper track 50 of the outboard trackassembly 32 in a similar manner as the trigger assembly 230 of FIG. 11,and as such is not shown or explained in further detail. The triggerassembly 300 generally includes a housing 302, a pivotally mountedtrigger 304 disposed within the housing 302, and a spring 306. Thetrigger 304 can be formed from a metal plate and may include acontinuous thickness along its length. One end of the trigger 304includes a head portion 310. A plurality of teeth 312 are formed along abottom edge of the head portion 310. The teeth 312 are selectively movedin engagement with the apertures 58 formed in the bottom wall 59 of thelower track 52 of the outboard track assembly 32. A difference betweenthe triggers 234 and 304 is that the trigger 304 includes an arm 314extending rearwardly from an upper portion of the head portion 310. Whenassembled, the arm 314 engages with the second arm 118 of the outboardlink 110.

The trigger 304 is pivotally mounted within an interior 320 of thehousing 302 along an axis 322. A pin 324 may be inserted through holesformed in the housing 302 and the trigger 304 to provide for a pivotalconnection. The housing 302 may be formed from stamped sheet or platebent into a generally inverted U-shape. The housing 302 includes a pairof side walls 330 and 332 connected together by an upper web portion334. The web portion 334 may include a slot or opening 336 formedtherein to accommodate the installation of the spring 306. The sidewalls 330 and 332 and the web portion 334 define the interior 320 of thehousing 302 in which the trigger 304 is disposed. Each of the side walls330 and 332 of the housing 302 may include recessed portions 340 and 342which extend inwardly to reduce lateral movement of the trigger 304within the interior 320 of the housing 302. Thus, the trigger 304 may beretained and pivotally movable within the interior 320 of the housing302 while maintaining minimal lateral movement of the trigger 304 withinthe interior 320. This may be desired if the thickness of the trigger304 is substantially less than the interior width of the upper track 50.

The spring 306 preferably biases the trigger 304 in a rotationaldirection 343 such that the teeth 312 of the head portion 310 are biaseddownwardly towards engagement with the apertures 58 formed in the bottomwall 59 of the lower track 52. The spring 306 may include a first end344 disposed within the opening 336 of the housing 302 and engaging withupper surfaces of the side walls 330 and 332 at the opening 336. Asecond end of the spring 306 may include a tang 346 which engages with arear upper portion of the trigger 304.

The operation of the seat adjuster assembly 20 will now be described. Asstated above, the seat adjuster assembly 20 enables the seat 10 to bemoved in fore and aft longitudinal directions relative to the vehiclefloor 18. The seat adjuster 20 can be actuated between a lockedposition, as shown in FIGS. 1, 2, 5, 7, 9 such that the seat 10 is fixedin the fore and aft directions relative to the vehicle floor 18, and alocked position, as shown in FIGS. 8 and 10, in which the seat 10 may bemoved relative to the vehicle floor 18. In the locked position, thehandle 22 is not operated by the occupant and is maintained in aposition as shown in FIGS. 1-5, 7, and 9. To unlock the inboard andoutboard track assemblies, the handle 22 is pulled upwardly by theoccupant (or other user of the seat) to actuate the handle adjusterassembly 38. When pulled upwardly, the handle 22 and the lever 140function as a single lever member and move together simultaneously. Inother words, when the handle 22 is pulled upwardly, the handle 22 is notrotated about the axis 132 relative to the lever 160. However, thehandle adjuster assembly 38 is configured such that if in accidental orinadvertent downward force acts on the handle 22, such as by a passengerstepping on it, the handle 22 will harmlessly pivot downwardly about theaxis 132 while permitting the lever 140 to remain in its lockedposition. This has an advantage over conventional seat adjusterassemblies wherein a sufficiently large downward force may damage theassociated handle and lever components or cause an undesirable effect onthe seat track locking mechanism.

As shown in FIG. 5, the handle 22 and the handle adjuster assembly 38are in a locked position such that no force is acting on the handle 22.In this position, the spring 162 biases the lever arm 122 of the handle22 in the first rotational direction 158 relative to the lever 140 to alocked position. Specifically, the stop 124 abuts an upper portion ofthe lever 140 which prevents further rotational movement of the handle22 by the bias of the spring 162. However, when a downward force actingon the grip portion 120 of the handle 22 is sufficient to overcome thebias of the spring 162, the grip portion 120 will move downwardly and ina rotational direction opposite the rotational direction 158 to adeflected position, as shown in FIG. 6. The stop 124 will rise above thelever 140. When the force is removed (or less than the biasing force ofthe spring 162), the handle 22 will rotate back upwardly to its lockedposition. As stated above, this helps prevent damage to the handleadjuster assembly 38.

FIG. 7 illustrates the inboard side of the seat adjuster assembly 20 andthe handle adjuster assembly 38 in their locked positions. In thisposition, no force from the occupant is acting on the handle 22. Theseat adjuster assembly 20 is locked due to the engagement of the teeth242 of the trigger 234 with the apertures 48 in the bottom wall 49 ofthe lower track 42. To unlock the seat adjuster assembly 20, theoccupant lifts up on the grip portion 120 of the handle 22. This actioncauses the stop 124 to act against the lever 140 so that the handle 22and the lever 140 move in unison. As shown in FIG. 8, the lever 140 isrotated about the pivot pin 190 (about the axis 182) in a rotationaldirection 211 opposite the rotational direction 210. Rotation of thelever 140 lowers the second end 146 of the lever 140 causing the inboardlink 92 to rotate about the axis 68 of the torsion bar 80 (shown insection in FIGS. 7 and 8) and bracket 60 due to the interaction betweenthe slot 212 of the lever 140 and the pin 98 of the inboard link 92. Thefirst arm 94 of the inboard link 92 will move downwardly while thesecond arm 96 will move upwardly. Upward movement of the second arm 96causes the head portion 240 of the inboard trigger 234 to move upwardlydue to the interaction of the pin 100 of the inboard link 92 within theslot 244 of the head portion 240 of the inboard trigger 234. Raising ofthe head portion 240 causes the teeth 242 to lift out from the apertures48, thereby unlocking the inboard side of the seat adjuster 20.

Rotational movement of the torsion bar 80 will simultaneously causerotation of the outboard link 110 about the axis 68 of the torsion bar80 and the brackets 60 and 70. As shown in FIG. 10, the distal end 119of the outboard link 110 moves upwardly, thereby lifting the headportion 310 of the outboard trigger 304 due to the second arm 118 of theoutboard trigger 304 lifting up on the arm 314 of the outboard trigger304. The outboard trigger 304 pivots about the pivot pin 324 mounted inthe housing 302. Raising of the head portion 310 causes the teeth 312 tolift out from the apertures 58, thereby unlocking the outboard side ofthe seat adjuster 20. The seat 10 can then be moved to a desiredposition. To move the seat adjuster assembly 20 to its locked position,the inboard and outboard links 92 and 110 rotate in opposite directionsas described above, thereby lowering the triggers 234 and 304 such thattheir teeth 242 and 412, respectively, are inserted into differentapertures 48 and 58, respectively.

Due to the different dimensions and configurations of the inboard link92 relative to the outboard link 110, the respective head portions 240and 310 of the inboard trigger 234 and the outboard trigger 304,respectively, rise and lower at different rates. During locking, whenthe head portions 240 and 310 are lowered, the teeth 242 of the trigger234 will engage with corresponding apertures 48 prior to the teeth 312engaging with corresponding apertures 58. As shown in FIG. 7, thehorizontal distance between the pivot axis of the trigger 234 defined bythe pivot pint 254 and the pin 100 of the inboard link 92 is a distanceD₁. As shown in FIG. 9, the horizontal distance between the pivot axisof the trigger 310 defined by the pivot pin 324 and the arm 118 of theoutboard link 110 is a distance D₂. Distance D₂ is greater than distanceD₁. It can also be shown from FIGS. 7 and 9 that the arc or swing radiusR₁ of the pin 100 of the inboard link 92 from its rotational axis 68 isless than the swing radius R₂ of the arm 118 of the outboard link 112.The difference in dimensions of R₁ and R₂ causes the different liftingand lowering rates of the teeth 242 and 312. This assures that the teeth242 of the inboard trigger 234 start engagement with the apertures 48(i.e., entering the apertures 48) before the teeth 312 of the outboardtrigger 310 start engagement with the apertures 58 (enter the apertures58). This arrangement may be desirable if a seat belt load attachmentpoint acts on the inboard track assembly 30 but not necessarily theoutboard track assembly 32. Although both track assemblies 30 and 32should normally be locked together when the handle 22 is released, ifmanufacturing variation occurs to the seat adjuster 20 causes only oneside to lock, it may be more important that the inboard track assembly30 be engaged because of the heavy load acting on the inboard trackassembly 30 during an impact scenario when a high seat belt load may beapplied. For example, as shown in FIG. 1, a bracket 380 may be attachedto the inboard track assembly 30. The bracket 380 may be attached to theupper track 40 such as by one or more of the bolts 55 which fasten theupper track 40 to the seat bottom 12. Alternatively, the bracket 380 maybe attached to the riser 44 or be a portion thereof. A seat belt buckle382 is attached to the bracket 380. The seat belt buckle 382 can be anysuitable mechanism connecting to a seat belt or restraint strap (snotshown) for securing the occupant relative to the seat 10 during avehicular impact scenario. The ends of the seat belt may be attached toportions of the vehicle other than the seat 10. For example, the end ofthe seat belt may be attached to a floor portion adjacent the outboardside of the seat 10, while the other end of the seat belt may beattached to a pillar or frame member located above the inboard shoulderof the occupant.

The principle and mode of operation of this invention have beenexplained and illustrated in its preferred embodiments. However, it mustbe understood that this invention may be practiced otherwise than asspecifically explained and illustrated without departing from its spiritor scope.

What is claimed is:
 1. A seat adjuster assembly comprising: a trackassembly including a first track and a second track that are supportedfor movement relative to one another; a latch assembly that can beactuated between a locked position, wherein the first and second tracksare prevented from moving relative to one another, and an unlockedposition, wherein the first and second tracks are permitted to moverelative to one another; and a handle adjuster assembly for actuatingthe latch assembly between the locked and unlocked positions, the handleadjuster assembly including: a lever arm including a first end and asecond end that is connected to the latch assembly, the lever arm beingmovable between a first lever position, wherein the latch assembly isactuated to the locked position, and a second lever position, whereinthe latch assembly is actuated to the unlocked position; and a handlethat is attached to the first end of the lever arm and is movablebetween: (a) a non-deflected position relative to the lever arm, wherein(1) movement of the handle in a first direction relative to the leverarm is prevented and (2) movement of the handle in a second directionrelative to the lever arm that is opposite to the first direction ispermitted while the second end of the lever arm remains in contact withthe latch assembly, and (b) a deflected position relative to the leverarm, wherein (1) movement of the handle in the first direction relativeto the lever arm is permitted and (2) movement of the handle in thesecond direction is permitted while the second end of the lever armremains in contact with to the latch assembly.
 2. The seat adjusterassembly defined in claim 1 wherein the handle is pivotably movable tothe non-deflected position relative to the lever arm.
 3. The seatadjuster assembly defined in claim 1 wherein the handle is pivotablyattached to the lever arm by a pivot pin and is pivotably movable to thenon-deflected position relative to the lever arm.
 4. The seat adjusterassembly defined in claim 1 wherein the handle includes a stop that (1)engages the lever arm when the handle is in the non-deflected positionrelative to the lever and (2) does not engage the lever when the handleis in a deflected position relative to the lever.
 5. The seat adjusterassembly defined in claim 4 wherein the stop is in the form of agenerally flat tab extending at a right angle from a central portion ofthe handle.
 6. A seat adjuster assembly comprising: a track assemblyincluding a first track adapted to be connected to a seat and a secondtrack adapted to be connected to a support surface, wherein the firstand second tracks are mounted to each other for movement relative to oneanother; a latch assembly that is actuable to both a locked position,wherein the first and second tracks are prevented from moving relativeto one another, and an unlocked position, wherein the first and secondtracks are permitted to move relative to one another; and a handleadjuster assembly comprising: (a) a lever arm including a first end anda second end that is in contact with the latch assembly, the lever armbeing movable between a first lever position, wherein the latch assemblyis actuated to the locked position, and a second lever position, whereinthe latch assembly is actuated to the unlocked position; and (b) ahandle that is attached to the first end of the lever arm for pivotingmovement between non-deflected and deflected positions relative to thelever arm, wherein: when the handle is in the non-deflected positionrelative to the lever arm, (1) pivoting movement of the handle in afirst direction relative to the lever arm is prevented, and (2) pivotingmovement of the handle in a second direction that is opposite to thefirst direction relative to the lever arm is permitted while the secondend of the lever arm remains in contact with the latch assembly; andwhen the handle is in the deflected position relative to the lever arm,(1) pivoting movement of the handle in the first direction relative tothe lever arm is permitted, and (2) pivoting movement of the handle inthe second direction relative to the lever arm is permitted while thesecond end of the lever arm remains in contact with the latch assembly.7. The seat adjuster assembly defined in claim 6 wherein the handle ispivotably attached to the lever arm by a pivot pin and is pivotablymovable to the non-deflected position relative to the lever arm.
 8. Theseat adjuster assembly defined in claim 6 wherein the handle includes astop that (1) engages the lever arm when the handle is in thenon-deflected position relative to the lever arm and (2) does not engagethe lever arm when the handle is in a deflected position relative to thelever arm.